WO2011158850A1 - マスタシリンダ装置 - Google Patents

マスタシリンダ装置 Download PDF

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Publication number
WO2011158850A1
WO2011158850A1 PCT/JP2011/063642 JP2011063642W WO2011158850A1 WO 2011158850 A1 WO2011158850 A1 WO 2011158850A1 JP 2011063642 W JP2011063642 W JP 2011063642W WO 2011158850 A1 WO2011158850 A1 WO 2011158850A1
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WO
WIPO (PCT)
Prior art keywords
chamber
piston
pressure
master cylinder
cylinder device
Prior art date
Application number
PCT/JP2011/063642
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English (en)
French (fr)
Japanese (ja)
Inventor
磯野　宏
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to CN201180011323.5A priority Critical patent/CN102939227B/zh
Priority to US13/582,827 priority patent/US9038380B2/en
Priority to DE112011102033.3T priority patent/DE112011102033B4/de
Publication of WO2011158850A1 publication Critical patent/WO2011158850A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B60T13/143—Master cylinder mechanically coupled with booster
    • B60T13/144—Pilot valve provided inside booster piston
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4077—Systems in which the booster is used as an auxiliary pressure source

Definitions

  • the present invention relates to a master cylinder device for pressurizing and supplying hydraulic fluid to a brake device provided on a wheel.
  • hydraulic brake systems for vehicles typically pressurize hydraulic fluid depending solely on the pressure of hydraulic fluid that is high pressure introduced from a high pressure source, as described in the following patent document, for example.
  • a master cylinder device that operates as described above is employed.
  • Such a master cylinder device generally includes a stroke simulator.
  • the stroke simulator generates an operation reaction force with respect to the operation force while allowing the operation member to move in accordance with an operation force applied to the operation member by the driver. Therefore, even when the hydraulic fluid is not pressurized depending on the operation force, the driver can feel the operation reaction force while moving the operation member by his own brake operation.
  • the stroke simulator can improve the operational feeling in the brake operation even when the master cylinder device operates so as to pressurize the hydraulic fluid solely depending on the pressure of the hydraulic fluid that has been increased by the high pressure source. Can do. However, if the high pressure source cannot operate normally due to electrical failure or the like, the master cylinder device should operate so as to pressurize the hydraulic fluid solely depending on the hydraulic fluid that has been made high by the external high pressure source. Will not be able to. For this reason, the master cylinder device is also provided with a function for operating so as to pressurize the hydraulic fluid solely depending on the operating force of the driver.
  • the master cylinder device of the present invention includes (A) a main body part in which a pressurizing chamber for pressurizing the hydraulic fluid is partitioned forward, and a flange part formed on the outer periphery of the main body part.
  • a pressure piston in which an input chamber into which hydraulic fluid is introduced from a high-pressure source behind the collar is filled with the hydraulic fluid in front of the collar and is opposed to the input chamber;
  • An inter-piston chamber is defined in front of itself by a pressurized piston, and an input piston that can be contracted by operation of an operating member; and
  • C a reaction that generates an elastic reaction force against contraction of the input piston.
  • a force generation mechanism and further, a counter-low pressure source communicator for communicating the opposing chamber and the inter-piston chamber to a low pressure source and prohibiting the contraction of the input piston to allow the input piston to contact the pressurizing piston.
  • a counter-low pressure source communicator for communicating the opposing chamber and the inter-piston chamber to a low pressure source and prohibiting the contraction of the input piston to allow the input piston to contact the pressurizing piston.
  • the master cylinder device of the present invention if the input piston is allowed to contact the pressurizing piston by the anti-low pressure source communication device, the operating force applied to the operating member is transmitted to the pressurizing piston. Furthermore, if the input piston contraction prohibition mechanism prohibits the input piston contraction, the operation force is transmitted to the pressure piston in a state where the movement of the operation member by the stroke simulator is prohibited in a state where the stroke simulator does not function, Depending on the operating force, the hydraulic fluid in the pressurizing chamber can be pressurized. Therefore, it is possible to pressurize the hydraulic fluid in the pressurizing chamber with a relatively small operation amount, and the operational feeling is good. As a result, the practicality of the master cylinder device can be improved.
  • a master cylinder device for supplying pressurized hydraulic fluid to a brake device that is provided on a wheel and operates by the pressure of the hydraulic fluid A housing closed at the front; It has a bottomed hole that opens at the rear end, and has a main body and a flange formed on the outer periphery of the main body, and pressurizes the hydraulic fluid supplied to the brake device in front of the main body.
  • a pressurizing chamber is defined, and an annular input chamber into which hydraulic fluid is introduced from a high-pressure source is filled in the front of the flange with the hydraulic fluid behind the flange.
  • the inter-piston chamber filled with the hydraulic fluid is partitioned in front of itself by the pressurizing piston, is fitted into the bottomed hole of the pressurizing piston, is connected to the operating member at the rear end, and
  • An input piston that can be contracted by operating the operating member;
  • a reaction force generation mechanism that generates an elastic reaction force against the contraction of the input piston;
  • the pressurization piston moves in the pressurization chamber depending on the pressure of the hydraulic fluid introduced from the high pressure source. Configured to pressurize the hydraulic fluid, In a situation where the pressure of the hydraulic fluid introduced from the high pressure source is insufficient, the pressure piston is allowed to transmit the operation force from the input piston to the pressure piston and depends on the operation force.
  • An operation force-dependent pressurization realizing mechanism that realizes pressurization of the hydraulic fluid in the pressurizing chamber according to The operating force dependent pressurization mechanism is An anti-low pressure source communicator for communicating the opposed chamber and the inter-piston chamber to a low pressure source in order to allow the input piston to contact the pressure piston; An input piston contraction prohibiting mechanism that prohibits contraction of the input piston.
  • the pressure of the hydraulic fluid in the inter-piston chamber and the opposing chamber communicated by the inter-chamber communication passage has the same magnitude. Therefore, for example, when the pressure receiving area of the flange portion of the pressurizing piston to which the pressure of the working fluid in the opposing chamber acts is substantially equal to the pressure receiving area of the input piston to which the pressure of the working fluid in the inter-piston chamber acts.
  • the force acting to advance the pressurizing piston by the pressure of the hydraulic fluid in the inter-piston chamber and the opposing chamber is almost equal to the force acting to retreat. Therefore, the pressurizing piston hardly moves even if the pressure of the hydraulic fluid in the inter-piston chamber and the opposing chamber changes.
  • the pressurizing piston hardly moves. That is, such a master cylinder device is normally not capable of pressurizing the hydraulic fluid in the pressurizing chamber depending on the operating force. In other words, the operating force applied to the operating member is not transmitted to the pressurizing piston.
  • the master cylinder device normally operates so as to pressurize the working fluid in the pressurizing chamber depending on the high pressure source pressure that is the pressure of the working fluid introduced from the high pressure source. A certain high pressure source pressure dependent pressurization state is realized. Further, during the brake operation, the input piston is applied with a forward force at the rear end portion by the operation force in a state where the front end partitioning the inter-piston chamber cannot move. Therefore, the input piston is contracted by the operating force, and the reaction force generation mechanism generates an elastic reaction force against the contraction.
  • a stroke simulator is configured including such a reaction force generation mechanism, and the driver can feel the elastic reaction force as an operation reaction force with respect to his own brake operation. At that time, the operation amount of the operation member becomes a size corresponding to the contraction amount of the input piston.
  • the master cylinder device includes the above-described low-pressure source communication device, and the opposing chamber and the inter-piston chamber can be communicated with the low-pressure source so that the inter-piston chamber and the opposing chamber are not sealed.
  • the input piston can move forward while causing the hydraulic fluid in the inter-piston chamber and the opposing chamber to flow out to the low pressure source, and comes into contact with the pressurizing piston.
  • the input piston contraction prohibiting mechanism prohibits the input piston from contracting, the operating force is transmitted to the pressurizing piston in a state where the input piston cannot contract, and the pressurizing piston is advanced.
  • the hydraulic fluid in the pressurizing chamber can be pressurized depending on the operating force.
  • the operation amount of the operation member since the operation amount of the operation member is prohibited from contracting the input piston, the operation amount becomes a size corresponding to the movement amount of the pressure piston, and the operation amount can be made relatively small. Therefore, the operation amount does not increase more than necessary, and the operational feeling in the brake operation can be improved.
  • This master cylinder device is allowed to transmit operating force from the input piston to the pressurizing piston when the high pressure source pressure is insufficient.
  • a situation in which the high pressure source pressure is insufficient may be a situation in which the high pressure source cannot supply the hydraulic fluid at a high pressure due to, for example, an electrical failure.
  • the anti-low pressure source communicator be operated so that the opposing chamber and the inter-piston chamber communicate with the low pressure source in the event of an electrical failure, and the input piston contraction prohibiting mechanism operates to contract the input piston. It is desirable to operate to prohibit If the anti-low pressure source communicator and the input piston contraction prohibiting mechanism operate in such a manner, the driver can perform a brake operation with a good feeling of operation even when there is an electrical failure.
  • the master cylinder device when the high pressure source pressure becomes insufficient, the master cylinder device can operate so as to pressurize the hydraulic fluid in the pressurizing chamber depending solely on the operating force. A certain operating force dependent pressurization state is realized.
  • the reaction force generation mechanism of the master cylinder device constitutes a part of a so-called stroke simulator, and the structure thereof is particularly limited as long as it generates an elastic reaction force against the contraction of the input piston. It is not a thing.
  • a reaction force generation mechanism that directly applies an elastic reaction force to the input piston may be used, or by applying a hydraulic fluid filled in the input piston, the elastic reaction force is applied to the input piston.
  • a reaction force generating mechanism that is indirectly applied may be used.
  • the input piston is configured to include two members fitted to each other so that an internal chamber filled with the working fluid is formed inside the input piston, and relative movement of the two members is allowed. It can be shrunk, The master cylinder device according to (1), wherein the input piston contraction prohibiting mechanism is configured to prohibit contraction of the input piston by sealing the inner chamber.
  • the input piston contracts when the two members move relative to each other. Due to the contraction, the volume of the internal chamber decreases, and the hydraulic fluid in the internal chamber flows out of the internal chamber. Therefore, the input piston contraction prohibiting mechanism prohibits the hydraulic fluid from flowing out of the internal chamber by sealing the internal chamber. The contraction of the input piston can be prohibited.
  • the input piston can be contracted by the internal chamber communicating with a low pressure source
  • the input piston contraction prohibiting mechanism is The master cylinder device according to item (2), including an internal chamber communication circuit breaker that blocks communication of the internal chamber with a low-pressure source so as to seal the internal chamber.
  • the pressure of the working fluid in the inner chamber acts in a direction that prevents contraction of the input piston, that is, in a direction that separates the two members of the input piston.
  • the pressure of the working fluid in the internal chamber is normally the pressure of the low pressure source, so that the force that prevents the contraction of the input piston can be made relatively small. Therefore, the input piston can contract relatively smoothly.
  • the working fluid in the internal chamber cannot flow into the low pressure source or flow into the low pressure source. Volume change, that is, contraction of the input piston can be prohibited.
  • the internal chamber communication breaker is It is disposed in a communication passage connecting the internal chamber and the low pressure source, and is opened when the pressure of the working fluid in the counter chamber and the inter-piston chamber is introduced as a pilot pressure, and the pilot pressure is equal to or higher than a set pressure.
  • the master cylinder device according to (3) including a mechanical on-off valve that closes when the pilot pressure falls below the set pressure.
  • the contraction of the input piston is prohibited or permitted depending on the pressure of the hydraulic fluid in the facing chamber and the inter-piston chamber.
  • the mechanical open / close valve which is the internal chamber communication circuit breaker of this master cylinder device, uses the increase in the pressure of the hydraulic fluid to open and close itself, and opens when the pressure exceeds the set pressure.
  • the chamber communicates with a low pressure source. In that state, the prohibition of contraction of the input piston is released.
  • the pressure of the hydraulic fluid in the opposing chamber and the inter-piston chamber does not exceed the set pressure, and the mechanical on-off valve is in the closed state. Will be maintained.
  • this mechanical on-off valve is a mechanism that communicates the internal chamber with a low-pressure source in response to a brake operation in a state where the facing chamber and the inter-piston chamber are sealed.
  • the internal chamber communication breaker is configured by a relatively simple mechanism.
  • the mode of this section is a mode in which the internal chamber communication circuit breaker is an electromagnetic on-off valve, and it is possible to switch between allowing and prohibiting the contraction of the input piston by opening and closing it.
  • this solenoid on-off valve is normally closed, that is, closed in the non-excited state, so that the input piston contraction is prohibited and an operating force dependent pressurization state is realized in the event of electrical failure. It is desirable that the on-off valve is in the open state.
  • the reaction force generation mechanism is The master according to any one of (3) to (5), wherein the master is arranged in the inner chamber and includes a spring that biases the two members in a direction in which the input piston extends. Cylinder device.
  • a compression coil spring can be employed for the reaction force generation mechanism. If each end of the compression coil spring is connected to each of the two members of the input piston, the compression coil spring is opposite to the relative movement of the two members relative to the contraction of the input piston. An elastic reaction force in the direction of is generated. The elastic force acts on each of the two members as a force in the direction of extending the input piston.
  • the reaction force generation mechanism is Each functions as the spring, one end is supported by one of the two members, and the other end is supported in series by the other of the two members.
  • Two springs with different spring constants The two springs are sandwiched between one other end and the other other end, and are floatingly supported by the two springs.
  • the elastic reaction force of the two springs is applied to the two members.
  • the master cylinder device according to item (6) including a floating seat for connecting the two springs to act.
  • the master cylinder device is designed so that the spring having the smaller spring constant is mainly deformed in the range where the operation amount is relatively small, and only the spring having the larger spring constant is deformed in the range where the operation amount is relatively large.
  • the operation reaction force gradient indicating the change in the operation reaction force with respect to the operation amount of the operation member can be reduced in a range where the operation amount is relatively small, and can be increased in a range where the operation amount is relatively large.
  • the input piston contraction prohibiting mechanism is The master cylinder device according to item (2), including an internal chamber communication circuit breaker that blocks communication of the internal chamber with the liquid chamber in order to seal the internal chamber.
  • the reaction force generation mechanism configured as described above constitutes a so-called accumulator type stroke simulator, and the pressure of the hydraulic fluid in the liquid chamber pressurized by the pressurizing mechanism is transmitted to the hydraulic fluid in the internal chamber, It acts on the input piston as an elastic reaction force against the contraction of the input piston, that is, an operation reaction force against the operation of the operation member. Further, according to the above configuration, if the communication with the liquid chamber in the internal chamber is blocked by the internal chamber communication breaker, the working fluid in the internal chamber cannot flow into or out of the liquid chamber. Volume change, that is, contraction of the input piston can be prohibited.
  • the anti-low pressure source communication device The master cylinder according to any one of (1) to (8), wherein the master cylinder includes an electromagnetic on-off valve disposed in a communication path that connects the opposing chamber and the inter-piston chamber and a low pressure source. apparatus.
  • This master cylinder device is a mode in which the anti-low pressure source communicator is an electromagnetic on-off valve, and the opening and closing of the master cylinder device can switch between allowing and prohibiting communication between the opposing chamber and the piston chamber to the low pressure source.
  • this electromagnetic on-off valve is normally open, that is, in a non-excited state so as to allow the input piston to contact the pressurizing piston in the event of an electrical failure and realize an operating force dependent pressurization state. It is desirable that the on-off valve is in an open state and in a closed state when excited.
  • the master cylinder device is Any one of (1) to (9), wherein the front end of the input piston and the bottom of the bottomed hole of the pressurizing piston are separated in a state where the operation member is not operated.
  • the master cylinder device is The distance between the front end of the input piston and the bottom of the bottomed hole of the pressure piston in a state where the operating member is not operated is set to one fifth or less of the inner diameter of the bottomed hole (10) The master cylinder device according to the item.
  • the master cylinder device of the above aspect even if the operating member is operated in the aforementioned operating force dependent pressurizing state, the operating fluid in the pressurizing chamber can be pressurized by the operating force until the input piston contacts the pressurizing piston. Can not.
  • the master cylinder device is provided with a free running distance at the start of operation of the operating member, and is provided with a state where the brake device cannot be operated by operating force even if the operating member is operated. That is, this idle running distance is regarded as “play” in the brake operation.
  • the distance between the input piston and the pressurization piston be relatively short when the operation member is not operated. In particular, it is more desirable to set it to 1/10 or less, and in the extreme, the distance may be almost zero.
  • the hydraulic fluid in the pressurization chamber is pressurized while the input piston is in contact with the pressurization piston. Therefore, if the distance between the input piston and the pressurizing piston is relatively short, the input piston comes into contact with the pressurization piston immediately after the start of the brake operation, and the hydraulic fluid can be pressurized to operate the brake device. Therefore, since the brake device starts to generate a braking force with only a slight brake operation, the operational feeling of the brake operation can be improved.
  • the master cylinder device is The pressure receiving area of the flange portion on which the pressure of the hydraulic fluid in the opposing chamber acts and the pressure receiving area of the input piston on which the pressure of the hydraulic fluid in the inter-piston chamber acts are equal to each other (1) to (11) A master cylinder device given in any 1 paragraph.
  • the brake operation is performed in the above-described high pressure source pressure dependent pressurization state.
  • the front end that defines the inter-piston chamber of the input piston does not move relative to the housing. Therefore, the position of the operation member in the brake operation depends on the operation force and the elastic reaction force of the reaction force generation mechanism. That is, in the brake operation, the operation member stops at a position where the operation force and the elastic reaction force are balanced. Therefore, since the operating member does not move according to the position of the pressurizing piston, the driver can perform the brake operation without feeling uncomfortable due to the movement.
  • FIG. 1 schematically shows a drive system and a braking system for a hybrid vehicle equipped with the master cylinder device of the first embodiment.
  • an engine 10 and an electric motor 12 are mounted as power sources, and a generator 14 that generates electric power by the output of the engine 10 is also mounted.
  • These engine 10, electric motor 12, and generator 14 are connected to each other by a power split mechanism 16.
  • the output of the engine 10 is divided into an output for operating the generator 14 and an output for rotating one of the four wheels 18 as a driving wheel,
  • the output of the electric motor 12 can be transmitted to the drive wheels. That is, the power split mechanism 16 functions as a transmission related to the driving force transmitted to the drive wheels via the speed reducer 20 and the drive shaft 22.
  • wheel 18 is used as a general term, but when indicating that they correspond to any of the four wheels, the left front wheel, the right front wheel, the left rear wheel, The subscripts “FL”, “FR”, “RL”, and “RR” are assigned to the right rear wheel, respectively. According to this notation, the driving wheels in the vehicle are the wheel 18RL and the wheel 18RR.
  • the electric motor 12 is an AC synchronous motor and is driven by AC power.
  • the vehicle is provided with an inverter 24, and the inverter 24 can convert electric power from direct current to alternating current or from alternating current to direct current. Therefore, by controlling the inverter 24, the AC power output from the generator 14 is converted into the DC power for storing in the battery 26, or the DC power stored in the battery 26 is converted into the electric motor. 12 can be converted into AC power for driving the motor 12.
  • the generator 14 has a configuration as an AC synchronous motor. That is, in the vehicle of the present embodiment, it can be considered that two AC synchronous motors are mounted, and one is used mainly as an electric motor 12 for outputting driving force, and the other is a generator. 14 is mainly used for power generation by the output of the engine 10.
  • the electric motor 12 can also generate power (regenerative power generation) by using the rotation of the wheels 18RL and 18RR accompanying the traveling of the vehicle.
  • the electric motor 12 connected to the wheels 18RL and 18RR electric power is generated and a resistance force for stopping the rotation of the electric motor 12 is generated. Therefore, the resistance force can be used as a braking force for braking the vehicle. That is, the electric motor 12 is used as a regenerative brake means for braking the vehicle while generating electric power. Therefore, the vehicle is braked by controlling the regenerative brake together with the engine brake and a hydraulic brake described later.
  • the generator 14 generates power mainly by the output of the engine 10, but also functions as an electric motor when power is supplied from the battery 26 via the inverter 24.
  • the above-described brake control and various other vehicle-related controls are performed by a plurality of electronic control units (ECUs).
  • the main ECU 40 has a function of supervising these controls.
  • the hybrid vehicle can run by driving the engine 10 and the electric motor 12.
  • the driving of the engine 10 and the driving of the electric motor 12 are comprehensively controlled by the main ECU 40.
  • the distribution of the output of the engine 10 and the output of the electric motor 12 is determined by the main ECU 40, and the engine ECU 42 that controls the engine 10, the electric motor 12, and the motor that controls the generator 14 based on the distribution. Commands for each control are output to the ECU 44.
  • a battery ECU 46 that controls the battery 26 is also connected to the main ECU 40.
  • the battery ECU 46 monitors the state of charge of the battery 26, and outputs a charge request command to the main ECU 40 when the amount of charge is insufficient.
  • the main ECU 40 that has received the charge request command outputs a power generation command from the generator 14 to the motor ECU 44 in order to charge the battery 26.
  • the main ECU 40 is also connected to a brake ECU 48 that controls the brake.
  • the vehicle is provided with a brake operation member (hereinafter sometimes simply referred to as an “operation member”) that is operated by the driver, and the brake ECU 48 has a brake operation amount (hereinafter referred to as an operation amount of the operation member). May be simply referred to as an “operation amount”) and a brake control force that is a driver's force applied to the operation member (hereinafter, also referred to simply as “operation force”).
  • operation force a brake control force that is a driver's force applied to the operation member
  • the main ECU 40 outputs this target braking force to the motor ECU 44, and the motor ECU 44 controls the regenerative braking based on the target braking force, and the execution value thereof, that is, the generated regenerative braking force is supplied to the main ECU 40. Output to.
  • the regenerative braking force is subtracted from the target braking force, and the target hydraulic braking force to be generated in the hydraulic brake system 100 mounted on the vehicle is determined by the subtracted value.
  • the main ECU 40 outputs the target hydraulic braking force to the brake ECU 48, and the brake ECU 48 performs control so that the hydraulic braking force generated by the hydraulic brake system 100 becomes the target hydraulic braking force.
  • FIG. 2 schematically shows a hydraulic brake system 100 provided in the vehicle.
  • the hydraulic brake system 100 has a master cylinder device 110 for pressurizing hydraulic fluid.
  • the driver of the vehicle can operate the master cylinder device 110 by operating the operation device 112 connected to the master cylinder device 110, and the master cylinder device 110 pressurizes the hydraulic fluid by its own operation.
  • the pressurized hydraulic fluid is supplied to a brake device 116 provided on each wheel via an antilock device 114 connected to the master cylinder device 110.
  • the brake device 116 generates a force for stopping the rotation of the wheel 18, that is, a hydraulic braking force, based on the pressure of the pressurized hydraulic fluid (hereinafter referred to as “output pressure”), so-called master pressure.
  • output pressure the pressure of the pressurized hydraulic fluid
  • the hydraulic brake system 100 has a high pressure source device 118 for increasing the pressure of the hydraulic fluid as a high pressure source.
  • the high-pressure source device 118 is connected to the master cylinder device 110 via the pressure increasing / decreasing device 120.
  • the pressure increasing / decreasing device 120 is a device that controls the pressure of the hydraulic fluid that has been increased in pressure by the high pressure source device 118, and increases the pressure of the hydraulic fluid that is input to the master cylinder device 110 (hereinafter referred to as “input pressure”). And decrease.
  • the master cylinder device 110 is configured to be operable by increasing or decreasing the input pressure.
  • the hydraulic brake system 100 has a reservoir 122 that stores hydraulic fluid under atmospheric pressure as a low pressure source. The reservoir 122 is connected to each of the master cylinder device 110, the pressure increasing / decreasing device 120, and the high pressure source device 118.
  • the operating device 112 includes a brake pedal 150 as an operating member and an operation rod 152 connected to the brake pedal 150.
  • the brake pedal 150 is rotatably held on the vehicle body.
  • the operation rod 152 is connected to the brake pedal 150 at the rear end, and is connected to the master cylinder device 110 at the front end.
  • the operation device 112 includes an operation amount sensor [SP] 156 for detecting the operation amount of the brake pedal 150 and an operation force sensor [FP] 158 for detecting the operation force.
  • the operation amount sensor 156 and the operation force sensor 158 are connected to the brake ECU 48, and the brake ECU 48 determines a target braking force based on detection values of these sensors.
  • the brake device 116 is connected to the master cylinder device 110 via the liquid passages 200 and 202.
  • the fluid passages 200 and 202 are fluid passages for supplying hydraulic fluid pressurized to the output pressure by the master cylinder device 110 to the brake device 116.
  • the liquid passage 202 is provided with an output pressure sensor [Po] 204 (so-called master pressure sensor).
  • Po output pressure sensor
  • each brake device 116 includes a brake caliper, a wheel cylinder (brake cylinder) and a brake pad attached to the brake caliper, and a brake disk that rotates with each wheel. .
  • the fluid passages 200 and 202 are connected to the brake cylinder of each brake device 116 via the antilock device 114.
  • the fluid passage 200 is connected to the brake devices 116FL and 116FR on the front wheel side, and the fluid passage 202 is connected to the brake devices 116RL and 116RR on the rear wheel side.
  • the brake cylinder presses the brake pad against the brake disc based on the output pressure of the hydraulic fluid pressurized by the master cylinder device 110. Due to the friction generated by the pressing, each brake device 116 generates a hydraulic braking force that stops the rotation of the wheel, and the vehicle is braked.
  • the anti-lock device 114 is a general device, and simply has four pairs of on-off valves corresponding to each wheel.
  • One of the pair of on-off valves is a pressure-increasing on-off valve.
  • the valve When the wheel is not locked, the valve is in an open state, and the other is a pressure-reducing on-off valve. When not locked, the valve is closed.
  • the pressure increasing on / off valve blocks the flow of hydraulic fluid from the master cylinder device 110 to the brake device 116, and the pressure reducing on / off valve reduces the flow of hydraulic fluid from the brake device 116 to the reservoir. It is configured to allow and unlock the wheels.
  • the high-pressure source device 118 includes a hydraulic pump 220 that sucks the hydraulic fluid from the reservoir 122 and increases the hydraulic pressure of the hydraulic fluid, and an accumulator 222 that stores the increased hydraulic fluid.
  • the hydraulic pump 220 is driven by an electric motor 224.
  • the high-pressure source device 118 includes a high-pressure source pressure sensor [Ph] 226 for detecting the pressure of the hydraulic fluid that is set to a high pressure.
  • the brake ECU 48 monitors the detection value of the high-pressure source pressure sensor 226, and the hydraulic pump 220 is controlled and driven based on the detection value. By this control drive, the high-pressure source device 118 always supplies hydraulic fluid having a set pressure or higher to the pressure increasing / decreasing device 120.
  • the pressure increasing / decreasing device 120 includes an electromagnetic pressure increasing linear valve 240 that increases the input pressure and an electromagnetic pressure decreasing linear valve 242 that decreases the input pressure.
  • the pressure-increasing linear valve 240 is provided in the middle of the liquid passage from the high-pressure source device 118 to the master cylinder device 110.
  • the pressure-reducing linear valve 242 is provided in the middle of the liquid passage from the reservoir 122 to the master cylinder device 110.
  • a liquid passage from each of the pressure-increasing linear valve 240 and the pressure-decreasing linear valve 242 to the master cylinder device 110 is a single fluid passage and is connected to the master cylinder device 110.
  • the liquid passage is provided with an input pressure sensor [Pc] 246 for detecting the input pressure.
  • the brake ECU 48 controls the pressure increasing / decreasing device 120 based on the detection value of the input pressure sensor 246.
  • the pressure-increasing linear valve 240 is closed in a state where no current is supplied, that is, in a non-excited state, and by supplying a current thereto, that is, in an excited state, The valve opens at the valve opening pressure corresponding to the supplied current.
  • the valve opening pressure increases as the supplied current increases.
  • the pressure-reducing linear valve 242 is opened when no current is supplied, and the maximum current in the set range is supplied during normal operation, that is, when power can be supplied to the system.
  • the valve is closed and the supplied current is reduced, the valve is opened at the valve opening pressure corresponding to the current.
  • the valve opening pressure is configured to decrease as the current decreases.
  • the master cylinder device 110 includes a housing 302 that is a casing of the master cylinder device 110, a first pressurizing piston 304 and a second pressurizing piston 306 that pressurize the hydraulic fluid supplied to the brake device 116, and a driver's operation.
  • An input piston 308 that is input through the operating device 112 is included.
  • FIG. 2 shows a state where the master cylinder device 110 is not operating, that is, a state where the brake operation is not performed.
  • the housing 302 is mainly composed of two members, specifically, a first housing member 310 and a second housing member 312.
  • the first housing member 310 has a generally cylindrical shape with the front end closed, and a flange 320 is formed on the outer periphery of the rear end, and is fixed to the vehicle body at the flange 320.
  • the first housing member 310 is divided into two parts having different inner diameters, specifically, a front small-diameter part 322 having a small inner diameter located on the front side and a rear large-diameter part 324 having a large inner diameter located on the rear side. Has been.
  • the second housing member 312 has a cylindrical shape having a front large diameter portion 330 having a large inner diameter located on the front side and a rear small diameter portion 332 having a small inner diameter located on the rear side. A step surface is formed between the front large-diameter portion 330 and the rear small-diameter portion 332 due to the different inner diameters.
  • the second housing member 312 is fitted into the rear large diameter portion 324 such that the front end of the front large diameter portion 330 is in contact with the step surface between the front small diameter portion 322 and the rear large diameter portion 324 of the first housing member 310. ing.
  • the first housing member 310 and the second housing member 312 are fastened to each other by a lock ring 334 fitted on the inner peripheral surface of the rear end portion of the first housing member 310.
  • the second pressurizing piston 306 has a bottomed cylindrical shape whose rear end is closed, and is slidably fitted to the front small-diameter portion 322 of the first housing member 310.
  • the first pressurizing piston 304 has a cylindrical main body 350 and a flange 352 provided at the rear end of the main body 350.
  • the first pressurizing piston 304 is disposed behind the second pressurizing piston 306, and the front portion of the main body 350 is disposed on the rear side of the inner peripheral surface of the front small diameter portion 322 of the first housing member 310. 352 is slidably fitted on the inner peripheral surface of the front large-diameter portion 330 of the second housing member 312.
  • the inside of the main body 350 of the first pressure piston 304 is divided into two parts by a partition wall 354 provided at an intermediate position in the front-rear direction. That is, the first pressurizing piston 304 has a shape having two bottomed holes that open to the front end and the rear end, respectively.
  • a first pressurizing chamber R1 is defined, and in front of the second pressurizing piston 306, a second pressurizing hydraulic fluid supplied to the brake devices 116FL and FR provided on the two front wheels is provided.
  • a pressurizing chamber R2 is partitioned.
  • the first pressurizing piston 304 and the second pressurizing piston 306 include a headed pin 360 screwed up on the partition wall portion 354 of the first pressurizing piston 304 and a rear of the second pressurizing piston 306.
  • compression coil springs (hereinafter sometimes referred to as “return springs”) 364 and 366 are disposed in the first pressurizing chamber R1 and the second pressurizing chamber R2, respectively.
  • the first pressurizing piston 304 and the second pressurizing piston 306 are biased toward the rear while being biased in the direction in which they are separated from each other.
  • the hydraulic fluid from the high pressure source device 118 is located behind the first pressurizing piston 304, specifically, behind the flange 352 of the first pressurizing piston 304 and between the step surface of the second housing member 312.
  • a liquid chamber to which pressure is supplied that is, a liquid chamber (hereinafter also referred to as “input chamber”) R3 into which pressure from the high-pressure source device 118 is input is partitioned.
  • input chamber a liquid chamber
  • the space is partitioned by the front end surface of the flange portion 352 of the first pressurizing piston 304 and the step surface between the front small-diameter portion 322 and the rear large-diameter portion 324 of the first housing member 310, thereby A chamber is formed.
  • the liquid chamber is an opposing chamber R4 that faces the input chamber R3 with the flange 352 of the first pressure piston 304 interposed therebetween.
  • the input piston 308 is located at the rear and has a cylindrical rear side member 370 whose front end is opened and its rear end is blocked, and the front end of the input piston 308 is blocked at the front of the rear side member 370. And a front side member 372 whose rear end portion is open.
  • the front member 372 is fitted to the rear member 370 so as to be in sliding contact with the inner peripheral portion of the rear member 370, and the front member 372 and the rear member 370 are relatively movable. That is, the input piston 608 can be expanded and contracted. Note that, by this relative movement, the front end portion of the front side member 372 can advance and retreat with respect to the front end of the rear side member 370.
  • a liquid chamber (hereinafter also referred to as “internal chamber”) R5 is defined by a rear side member 370 and a front side member 372 within the input piston 308 thus configured.
  • the input piston 308 is inserted into the rear small-diameter portion 332 of the second housing member 312 from the rear end side of the housing 302 and is fitted into a bottomed hole that opens to the rear of the first pressure piston 304.
  • a liquid chamber hereinafter also referred to as “inter-piston chamber” R6 is defined between the first piston 308 and the first pressurizing piston 304.
  • a liquid passage 374 having a certain flow passage area is formed between the input piston 308 and the first pressurizing piston 304, and a certain amount is also provided between the input piston 308 and the second housing member 312.
  • a liquid passage 376 having a flow passage area is formed.
  • the inner chamber R5 has a first reaction force spring 380 that supports the front side member 372 and a second reaction force that is arranged in series behind the first reaction force spring 380 and supports the rear side member 370.
  • a spring 382 and a rod-shaped floating seat 384 that is supported by floating between the reaction force springs are arranged.
  • the first reaction force spring 380 and the second reaction force spring 382 are both compression coil springs, and the direction in which the front side member 372 protrudes from the rear side member 370 of the input piston 308, that is, the input piston 608 extends.
  • the front side member 372 is elastically supported.
  • the front side member 372 has a locked portion provided on the outer peripheral portion of the rear end of the front side member 372, and is locked by a locking portion provided on the inner peripheral portion of the front end of the main body portion 370. Projecting forward from the side member 370 to some extent is restricted. Further, a buffer rubber 386 is fitted into the front end portion of the floating seat 384, and the front rubber 386 comes into contact with the rear end surface of the front member 372 so that the front member 372 and the floating seat 384 are close to each other. Limited to range.
  • a buffer rubber 388 is also fitted into the rear end portion of the rear side member 370, and the rear side member 370 and the floating seat 384 are also approached by the buffer rubber 388 coming into contact with the rear end surface of the floating seat 384. Limited to a certain range. That is, the expansion / contraction of the input piston 608 is limited to some extent.
  • the rear end member 370 of the input piston 308 has a front end of the operation rod 152 to transmit the operation force of the brake pedal 150 to the input piston 308 and to advance and retract the input piston 308 according to the operation amount of the brake pedal 150.
  • the parts are connected. Incidentally, the rear end portion of the input piston 308 is locked by the rear end portion of the rear small diameter portion 332 of the second housing member 312, so that the backward movement is limited.
  • the operation rod 152 is provided with a disk-shaped spring seat 390, and a compression coil spring (hereinafter referred to as “return spring”) may be provided between the spring seat 390 and the second housing member 312. ) 392 is provided, and the operation rod 152 is urged rearward by the return spring 392.
  • a boot 394 is passed between the spring seat 390 and the housing 302 to prevent dust at the rear part of the master cylinder device 110.
  • the first pressurizing chamber R1 communicates with a liquid passage 202 connected to the antilock device 114 via a communication hole 400 whose opening serves as an output port, and a communication hole 402 provided in the first pressurizing piston 304 and It is possible to communicate with the reservoir 122 through a communication hole 404 whose opening serves as a drain port.
  • the second pressurizing chamber R2 communicates with the liquid passage 200 connected to the antilock device 114 via a communication hole 406 whose opening serves as an output port, and a communication hole provided in the second pressurizing piston 306. 408 and a communication hole 410 whose opening serves as a drain port can communicate with the reservoir 122.
  • the main body 350 of the first pressure piston 304 has an outer diameter that is somewhat smaller than the inner diameter of the front small-diameter portion 322 of the first housing member 310, and a liquid passage 412 having a certain flow passage area between them. Is formed.
  • the liquid passage 412 communicates with the reservoir 122 through a communication hole 414 whose opening is a drain port, and communicates with the outside through a communication hole 416 whose opening is a connection port.
  • a part of the front large-diameter portion 330 of the second housing member 312 has an outer diameter that is somewhat smaller than the inner diameter of the first housing member 310, and has a certain flow path area between the housing members 310 and 312.
  • a liquid passage 418 is formed.
  • the input chamber R3 is connected to the pressure increasing / decreasing device 120 through the liquid passage 418, a communication hole 420 provided in the second housing member 312 and a communication hole 422 whose opening serves as an input port.
  • the first pressurizing piston 304 is provided with a communication hole 424 as an inter-chamber communication path for communicating the facing chamber R4 and the inter-piston chamber R6.
  • the counter chamber R4 and the inter-piston chamber R6 are defined as one liquid chamber (hereinafter also referred to as “reaction force chamber”) R7 by the communication hole 424 and the liquid passage 374.
  • reaction force chamber liquid chamber
  • the pressure receiving area of the flange 352 where the pressure of the hydraulic fluid in the facing chamber R4 acts is equal to the pressure receiving area of the input piston 308 where the pressure of the hydraulic fluid in the inter-piston chamber R6 acts.
  • reaction force chamber R7 communicates with the outside through a communication hole 426 provided in the second housing member 312 and a communication hole 428 whose opening serves as a connection port.
  • the communication hole 428 is connected to an external communication path 430 that communicates with the reservoir 122 via a communication hole 416, a liquid path 412, and a communication hole 414.
  • An electromagnetic on-off valve 432 is provided in the middle of the external communication path 430.
  • the on-off valve 432 is a normally open valve that is opened when not excited, and the reaction force chamber R7 communicates with the reservoir 122 in the opened state.
  • the internal chamber R5 of the input piston 308 is provided in the first housing member 310, the communication hole 434 provided in the rear member 370 of the input piston 308, the liquid passage 376, the communication hole 436 provided in the second housing member 312.
  • the opening communicates with the outside through a communication hole 438 serving as a connection port.
  • the communication hole 438 is connected to the other end of the external communication path 440 whose one end is connected to the external communication path 430.
  • An electromagnetic on-off valve 442 is provided in the middle of the external communication path 440.
  • the on-off valve 442 is a normally closed valve that is in a closed state in a non-excited state. In the closed state, communication between the internal chamber R5 and the reservoir 122 is blocked. *
  • the front end of the front side member 372 of the input piston 308 and the bottom of the bottomed hole of the first pressurizing piston 304 are spaced apart when the brake pedal 150 is not operated. is doing. Further, the spaced distance is 1/5 or less of the diameter of the bottomed hole, specifically 1/10 or less.
  • the pressure receiving area of the flange portion 352 and the pressure receiving area of the input piston 308 are equal to each other, and therefore the force for moving the first pressurizing piston 304 forward by the pressure of the working fluid in the reaction force chamber R7. And the force to retreat is equal. Therefore, even if the pressure of the hydraulic fluid in the reaction force chamber R7 increases due to the operating force, the first pressurizing piston 304 is not moved only by that. That is, the master cylinder device 110 is normally unable to pressurize the hydraulic fluid in the pressurizing chamber depending on the operating force. In other words, the operating force applied to the brake pedal 150 is not transmitted to the first pressurizing piston 304.
  • the hydraulic fluid in the first pressurizing chamber R1 and the second pressurizing chamber R2 is pressurized by the first pressurizing piston 304 and the second pressurizing piston 306 in order to generate a hydraulic braking force during the braking operation.
  • the pressure generated by the high pressure source device 118 may be input to the input chamber R3.
  • the pressure controlled by the pressure increasing / decreasing device 120 may be input to the input chamber R3 so that the hydraulic braking force exceeding the regenerative braking force can be obtained.
  • the first pressurizing piston 304 moves forward depending on the pressure of the working fluid in the input chamber R3, and the working fluid in the first pressurizing chamber R1 is pressurized.
  • the second pressurizing piston 306 moves forward, and the hydraulic fluid in the second pressurizing chamber R2 is pressurized. Further, as the first pressurizing piston 304 advances, the hydraulic fluid in the facing chamber R4 flows into the inter-piston chamber R6. As described above, since the pressure receiving area of the flange 352 and the pressure receiving area of the input piston 308 are equal, the moving distance of the first pressurizing piston 304 with respect to the housing 302 in the volume change of the facing chamber R4, and the inter-piston chamber The movement distance of the first pressurizing piston 304 relative to the input piston 308 in the volume change of R6 is equal to each other.
  • the input piston 308 is not moved by the advancement of the first pressurizing piston 304 at normal times.
  • the master cylinder device 110 in a normal state, the master cylinder device 110 operates so as to pressurize the hydraulic fluid in the pressurizing chambers R1 and R2 depending on the high pressure source pressure, that is, depends on the high pressure source pressure. A pressurized state is realized.
  • the input piston 308 is in a state where the front side member 372 that partitions the inter-piston chamber R6 cannot move, and the rear side member 370 receives a forward force due to the operation force. It has been added. Therefore, the input piston 308 contracts as the front side member 372 and the rear side member 370 move relative to each other by the operating force. In response to the contraction, the first reaction force spring 380 and the second reaction force spring 382 generate an elastic reaction force, and the elastic reaction force causes the front side member 372 and the rear side member 370 to extend the input piston 308. Act on.
  • the first reaction force spring 380 and the second reaction force spring 382 and the floating seat 384 connecting them function as a reaction force generation mechanism that generates an elastic reaction force against the contraction of the input piston 308.
  • a stroke simulator is configured including such a reaction force generation mechanism, and the driver can feel the elastic reaction force as an operation reaction force with respect to his own brake operation.
  • the operation position of the brake pedal 150 in the brake operation is the operation force and the reaction force. It depends on the elastic reaction force of the generating mechanism. That is, in the brake operation, the operation amount of the brake pedal 150 becomes a magnitude corresponding to the contraction amount of the input piston 308, and the brake pedal 150 stops at a position where the operation force and the operation reaction force are balanced. Therefore, since the brake pedal 150 does not move according to the position of the first pressure piston 304, the driver can perform a brake operation without feeling uncomfortable due to the movement.
  • FIG. 3 is a graph showing a change in the operation reaction force with respect to the forward movement amount of the rear side member 370 of the input piston 308, that is, the operation amount of the brake pedal 150 (hereinafter, sometimes referred to as “operation reaction force gradient”). .
  • operation reaction force gradient a change in the operation reaction force with respect to the forward movement amount of the rear side member 370 of the input piston 308, that is, the operation amount of the brake pedal 150 (hereinafter, sometimes referred to as “operation reaction force gradient”).
  • the operation reaction force characteristics of the cylinder device 110 are graphs.
  • reaction force gradient change operation amount when the operation amount of the brake pedal 150 increases, the operation reaction force increases accordingly.
  • reaction force gradient change operation amount hereinafter sometimes referred to as “reaction force gradient change operation amount”
  • the change in the operation reaction force with respect to the change in the operation amount increases. That is, the increase gradient of the operation reaction force is increased.
  • the spring constant of the first reaction force spring 380 is considerably smaller than the spring constant of the second reaction force spring 382. Therefore, the amount of compressive deformation of the first reaction force spring 380 in the brake operation becomes considerably larger than the amount of compressive deformation of the second reaction force spring 382. Accordingly, when the operation amount increases, the front side member 372 contacts the buffer rubber 386 of the floating seat 384, and the first reaction force spring 380 cannot be deformed. When the operation amount further increases, the first reaction force spring 380 becomes elastic. In a state where it cannot be deformed, the second reaction force spring 382 is elastically deformed.
  • the operation amount when the first reaction force spring 380 cannot be deformed in this way is the reaction force gradient change operation amount. Therefore, in the master cylinder device 110, the operation reaction force gradient is small in the range where the operation amount is relatively small, and is large in the range where the operation amount is relatively large. Due to such operational reaction force characteristics, the operational feeling of the brake pedal 150 is good.
  • the hydraulic brake system 100 may generate the hydraulic braking force by the amount exceeding the regenerative braking force of the target braking force. In extreme terms, as long as the target braking force can be covered by the regenerative braking force, the hydraulic braking force by the hydraulic brake system 100 is not required. If the maximum regenerative braking force obtained by regenerative braking in this vehicle is defined as the maximum regenerative braking force that can be used, it is assumed that the hydraulic braking force is generated when the target braking force exceeds the maximum usable regenerative braking force. In this case, the operation amount of the brake pedal at the time when generation of the hydraulic braking force is started is generally the maximum regeneration hydraulic braking start operation amount in FIG.
  • the maximum regenerative hydraulic braking start operation amount is set to be slightly larger than the reaction force gradient change operation amount described above. Incidentally, even if the target braking force does not exceed the maximum available regenerative braking force due to the amount of charge of the battery 26, etc., the hydraulic braking force may be required.
  • the pressure from the high pressure source device 118 may be input to the input chamber R3 at a stage that does not reach the hydraulic fluid braking start operation amount.
  • the first pressurizing piston 304 and the second pressurizing piston 306 are initialized by the return springs 364 and 366, respectively.
  • the position is returned to the position (the position shown in FIG. 2 where the rear end of the first pressure piston 304 is in contact with the stepped surface of the second housing member 312).
  • the input piston 308 and the operation rod 152 together with the return spring 392 are in an initial position (the position shown in FIG. 2, and the rear end of the rear side member 370 is locked by the rear end portion of the second housing member 312. (Returned position).
  • the on-off valve 432 functions as an anti-low pressure source communicator that allows the input piston 308 to contact the first pressurizing piston 304 and communicates the facing chamber R4 and the inter-piston chamber R6 with the reservoir 122.
  • the operating force is transmitted to the first pressurizing piston 304 via the input piston 308, so that the on-off valve 432 depends on the operating force and the hydraulic fluid in the pressurizing chambers R1 and R2
  • An operation force-dependent pressurization realizing mechanism that realizes pressurization is used.
  • the on-off valve 442 is closed because it is not energized. Therefore, the on-off valve 442 serving as an internal chamber communication breaker blocks communication of the internal chamber R5 to the reservoir 122, and the internal chamber R5 is sealed. Therefore, the rear side member 370 and the front side member 372 of the input piston 308 cannot move relative to each other, and the input piston 308 is in a state in which contraction is prohibited. That is, the on-off valve 442 functions as an input piston contraction prohibiting mechanism that prohibits contraction of the input piston 308.
  • the operation amount of the brake pedal 150 becomes a magnitude corresponding to the movement amount of the first pressurizing piston 304, and the operation amount can be made relatively small.
  • the operation amount is not increased more than necessary, and the operational feeling in the brake operation can be improved.
  • the cylinder device 110 when the high pressure source device 118 cannot supply the high-pressure working fluid, the cylinder device 110 depends solely on the operating fluid in the pressurizing chambers R1 and R2. Thus, a state that can be operated so as to pressurize, that is, an operation force-dependent pressurization state is realized.
  • the front end of the front side member 372 of the input piston 308 and the bottom of the bottomed hole of the first pressurizing piston 304 are spaced apart when the brake pedal 150 is not operated. Therefore, when the master cylinder device 110 operates in an operation force-dependent pressurization state, the master cylinder device 110 is provided with an idle travel distance, that is, “play” in the brake operation at the start of the brake operation. The state where the brake device cannot be operated is set. However, in the master cylinder device 110, the idling distance is relatively shorter than 1/5 of the diameter of the bottomed hole of the first pressurizing piston 304, more specifically, 1/10 or less. The input piston 308 can come into contact with the first pressure piston 304 at an early stage. Therefore, in the master cylinder device 110, the hydraulic braking force starts to be generated only by slightly operating the brake pedal 150 in the operation force-dependent pressurization state, so that the brake operation feeling is good.
  • FIG. 4 shows a hydraulic brake system 100 that employs a modified master cylinder device 500 in place of the master cylinder device 110 of the first embodiment.
  • the master cylinder device 500 employs a mechanical on-off valve 502 instead of the electromagnetic on-off valve 442 provided in the external communication path 440 of the master cylinder device 110 of the first embodiment. Except for this, it has the same structure as the master cylinder device 110 of the first embodiment. In the following description, only the configuration and operation different from the master cylinder device 110 of the first embodiment will be described with the on-off valve 502 as the center.
  • the on-off valve 502 is provided in the middle of the external communication path 440.
  • FIG. 5 is a cross-sectional view of the on-off valve 502.
  • the on-off valve 502 includes a housing 510 that is a housing, and a valve member 512 and a plunger 514 disposed inside the housing 510.
  • the housing 510 has a cylindrical shape with both ends closed.
  • a large inner diameter portion 520 having a large inner diameter and a small inner diameter portion 522 having a small inner diameter are formed inside the housing 510, and a step surface 524 is formed at the boundary between the inner diameter portions.
  • a partition member 525 having a generally cylindrical shape is fixedly fitted into the large inner diameter portion 520 in contact with the step surface 524.
  • a communication hole 526 is provided at the center of the partition member 525. Further, the outer diameter of the outer periphery of the partition member 525 near the step surface 524 is reduced, and a gap 528 is formed between the large inner diameter portion 520 of the first housing member 320 and the partition member 525. Yes.
  • a liquid chamber R11 is defined by a partition member 525 in the large inner diameter portion 520 of the housing 510.
  • a spherical valve element 512 and a compression coil spring 530 are arranged in the liquid chamber R11.
  • the valve element 512 is pressed against the communication hole 526 by the elastic reaction force of the spring 530. It has been.
  • the diameter of the valve member 512 is larger than the diameter of the communication hole 526. That is, the partition member 525 functions as a valve seat, and the communication hole 526 can be closed by the valve member 512 being seated. In this state, the on-off valve 502 is closed.
  • a plunger 514 having a generally cylindrical shape is disposed in the small inner diameter portion 522 of the housing 510.
  • One end of the plunger 514 is a tip portion 532 whose outer diameter is smaller than the diameter of the communication hole 526, and the other end is a base portion 534 whose outer diameter is slightly smaller than the inner diameter of the small inner diameter portion 522. . Therefore, the plunger 514 is fitted in the housing 510 with the base portion 534 slidable on the small inner diameter portion 522.
  • a liquid chamber R12 is defined in front of the plunger 514 by a small inner diameter portion 522, a partition member 525, and a plunger 514, and at the rear is a pilot pressure described later by the small inner diameter portion 522 and the plunger 514.
  • a pilot pressure chamber R13 into which hydraulic fluid is introduced is defined. The pilot pressure chamber R13 is shown in a substantially collapsed state in FIG. Also, the liquid chamber R12 can be communicated with the liquid chamber R11 through the communication hole 526 described above.
  • the large inner diameter portion 520 of the housing 510 is provided with a communication hole 536 having one end opened to the liquid chamber R11 and the other end serving as a connection port. Further, a communication hole 538 having one end opened to the gap 528 and the other end serving as a connection port is provided near the step surface 524 of the large inner diameter portion 520.
  • the partition member 525 is provided with a communication hole 540 that allows the gap 528 to communicate with the liquid chamber R12. Further, the small inner diameter portion 522 of the housing 510 is provided with a communication hole 542 having one end opened to the pilot pressure chamber R13 and the other end serving as a connection port.
  • the on-off valve 502 configured as described above is connected to the external communication path 440 at each connection port of the communication holes 536 and 538. That is, it can be said that the communication hole 536, the liquid chambers R11 and R12, the communication hole 540, the gap 528, and the communication hole 538 constitute a part of the external communication path 440, and the external communication path 440 serves as a master.
  • the communication hole 438 of the cylinder device 500 can communicate with the reservoir 122.
  • the connection port of the communication hole 542 is connected to a communication path branched from the external communication path 430, and hydraulic fluid having the same pressure as the hydraulic fluid in the reaction force chamber R7 is supplied to the communication hole 542. .
  • the plunger 514 can be operated such that its tip 532 is inserted through the communication hole 526 and presses the valve member 512 according to the pressure of the hydraulic fluid in the reaction force chamber R7.
  • the plunger 514 can separate the valve member 512 from the communication hole 526. In this state, the on-off valve 502 is opened.
  • the operation of the cylinder device 500 will be described below. Since the on-off valve 432 is normally energized and closed, the reaction force chamber R7 is sealed. When the brake operation is performed in this state, the pressure of the hydraulic fluid in the reaction force chamber R7 increases. Therefore, in the on-off valve 502, the valve member 512 is separated from the communication hole 526, the on-off valve 502 is opened, and the liquid chambers R11 and R12 are in communication with each other, that is, the internal chamber R5 is connected to the reservoir 122. It will be in a state of communication. Therefore, the master cylinder device 500 can operate in a high pressure source pressure dependent pressurizing state at normal times.
  • the pressure receiving area of the base portion 534 of the plunger 514 on which the pressure of the hydraulic fluid in the pilot pressure chamber R13 acts is relatively large. Therefore, the opening / closing valve 502 can be opened when the pressure of the hydraulic fluid in the reaction force chamber R7 slightly increases. Therefore, in the master cylinder device 500, the internal chamber R5 communicates with the reservoir 122 by the on-off valve 502 immediately after the brake operation, that is, the pressure of the hydraulic fluid in the reaction force chamber R7 is slightly increased by the operating force. Can do.
  • the on-off valve 432 is opened. Therefore, the pressure of the hydraulic fluid in the reaction force chamber R7 and the external communication passage 430 is atmospheric pressure, and the pressure of the hydraulic fluid in the pilot pressure chamber R13 is also atmospheric pressure. Therefore, the valve member 512 is not separated from the communication hole 526 when there is an electrical failure. That is, the on-off valve 502 is maintained in a closed state, and communication between the internal chamber R5 and the reservoir 122 is blocked. Therefore, the cylinder device 500 can operate in an operation force dependent pressurizing state.
  • the on-off valve 302 is opened by the pressure. It is configured not to. More specifically, the area of the portion in which the hydraulic fluid in the liquid chamber R12 acts on the valve element 512 is considerably reduced, and the force that pushes up the valve element 512 from the partition member 525 by the pressure of the hydraulic fluid
  • the on-off valve 302 is configured so that the force of pressing the valve element 512 against the partition member 525 by 530 is not increased. Therefore, in the operating force dependent pressurizing state, the on-off valve 302 is maintained in the closed state.
  • the on-off valve 502 is introduced when the pressure of the hydraulic fluid in the reaction force chamber R7 is introduced as a pilot pressure and the pilot pressure is equal to or higher than a set pressure set based on the elastic reaction force of the compression spring 530. It functions as an internal chamber communication circuit breaker that operates so as to close when the pressure falls below the set pressure.
  • the internal chamber communication breaker is configured by a relatively simple mechanism.
  • FIG. 6 shows a hydraulic brake system 100 that employs a master cylinder device 600 of the second embodiment instead of the master cylinder device 110 of the first embodiment.
  • the master cylinder device 600 has roughly the same structure as the master cylinder device 110 of the first embodiment. In the following description, only the configuration and operation different from the master cylinder device 110 of the first embodiment will be described in consideration of the simplification of the description.
  • the input piston 602 of the master cylinder device 600 has a shape obtained by removing the spring and the like provided in the input piston 308 of the master cylinder device 110 of the first embodiment.
  • an electromagnetic on-off valve 606 that is normally closed and an electromagnetic on-off valve 608 that is normally open are provided in the external communication passage 440. That is, the master cylinder device 600 is provided with an external stroke simulator 610 sandwiched between these on-off valves.
  • FIG. 7 is a cross-sectional view of the stroke simulator 610.
  • the stroke simulator 610 includes a housing 612 that is a housing, and a pressure piston 614 and a compression coil spring 616 disposed inside the housing 612.
  • the housing 612 has a cylindrical shape with both ends closed.
  • the pressurizing piston 614 has a disc shape and is slidably disposed on the inner peripheral surface of the housing 612.
  • One end of the spring 616 is supported on the inner bottom surface of the housing 612, and the other end is supported on one end surface of the pressure piston 614. Accordingly, the pressure piston 614 is elastically supported on the housing 612 by the spring 616.
  • a liquid chamber R ⁇ b> 21 is defined in the housing 612 by the other end surface of the pressure piston 614 and the housing 612.
  • the housing 612 is provided with a communication hole 618 having one end opened to the liquid chamber R21 and the other end serving as a connection port.
  • a communication path branched from the external communication path 440 is connected to the connection port of the communication hole 618. Therefore, the liquid chamber R21 can communicate with the internal chamber R5.
  • the hydraulic fluid in the liquid chamber R21 is elastically pressurized by the spring 616 via the pressure piston 614. Further, when the input piston 602 contracts while the liquid chamber R21 is in communication with the internal chamber R5, the working fluid in the internal chamber R5 can flow into the liquid chamber R21 via the external communication path 440. When the volume of the liquid chamber R21 increases due to the inflow of the hydraulic fluid, the pressure piston 614 compresses the spring 616, and the elastic reaction force acting on the hydraulic fluid from the spring 616 increases.
  • the stroke simulator 610 is configured to include the liquid chamber R21 in which the change in volume is allowed and the spring 616 that pressurizes the working fluid as the pressurizing mechanism, and the elastic reaction force against the contraction of the input piston 602. It is a reaction force generating mechanism that generates
  • the on-off valve 606 and the on-off valve 608 are normally energized to open and close, respectively. Accordingly, the internal chamber R5 communicates with the stroke simulator 610 via the on-off valve 606, and the communication between the internal chamber R5 and the stroke simulator 610 with the reservoir 122 is blocked by the on-off valve 608. Therefore, when the brake pedal 150 is operated by the driver and the input piston 602 contracts, in the stroke simulator 610, the elastic reaction force of the spring 616 increases. Therefore, normally, the driver can feel the elastic reaction force that changes according to his / her brake operation as the operation reaction force, and the master cylinder device 600 can operate in the high pressure source pressure dependent pressurization state. Note that, since the stroke simulator 610 is configured by one spring, the change in the operation reaction force with respect to the operation amount does not change as shown in the graph of FIG. It changes with. That is, the operation reaction force gradient has a substantially constant magnitude.
  • the open / close valve 606 and the open / close valve 608 are not energized and are closed and opened, respectively, in a situation where power is not supplied to the hydraulic brake system 100. Therefore, the internal chamber R5 is blocked from communicating with the stroke simulator 610 by the on-off valve 606, and the internal chamber R5 is sealed. That is, the on-off valve 606 functions as an internal chamber communication circuit breaker that blocks communication of the internal chamber R5 to the liquid chamber R21, and the input piston 602 can be prevented from contracting by sealing the internal chamber R5. It functions as a piston contraction inhibition mechanism. Therefore, at the time of electrical failure, the master cylinder device 600 can operate in an operating force dependent pressurizing state.
  • the stroke simulator 610 communicates with the reservoir 122 by opening the on-off valve 608 when electrical failure occurs. Also, when the ignition is turned off, the on-off valve 608 is de-energized and opens, and the stroke simulator 610 communicates with the reservoir 122.
  • a residual pressure may be generated in the working fluid in the liquid chamber R21 due to, for example, leakage of working fluid inside the brake operation during normal operation. Such residual pressure prevents proper operation of the stroke simulator 610.
  • the master cylinder device 600 can eliminate such residual pressure by periodically communicating the liquid chamber R21 with the reservoir 122.
  • the stroke simulator employed in the master cylinder device 600 may be a so-called diaphragm type stroke simulator. That is, it is also possible to employ a stroke simulator in which the liquid chamber R21 is partitioned by a diaphragm instead of the pressurizing piston 614, and the hydraulic fluid is pressurized by the pressurizing mechanism via the diaphragm.
  • the mechanical on-off valve 602 employed in the master cylinder device 600 of the modified example of the first embodiment described above is used as an internal communication circuit breaker. It is also possible to adopt.
  • the on-off valve 602 is employed, the on-off valve 602 is disposed between the connection port of the communication hole 438 in the external communication path 440 and the stroke simulator 610, and operates in the reaction force chamber R7 from the external communication path 430.
  • the liquid pressure may be introduced as a pilot pressure.
  • the on-off valve 602 arranged in such a manner can be operated so as to be in a valve open state in a normal state and to be in a valve closed state in the event of an electrical failure.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)
PCT/JP2011/063642 2010-06-16 2011-06-15 マスタシリンダ装置 WO2011158850A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201180011323.5A CN102939227B (zh) 2010-06-16 2011-06-15 制动主缸装置
US13/582,827 US9038380B2 (en) 2010-06-16 2011-06-15 Master cylinder device
DE112011102033.3T DE112011102033B4 (de) 2010-06-16 2011-06-15 Hauptzylindervorrichtung

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2010-136895 2010-06-16
JP2010136895A JP5158137B2 (ja) 2010-06-16 2010-06-16 マスタシリンダ装置

Publications (1)

Publication Number Publication Date
WO2011158850A1 true WO2011158850A1 (ja) 2011-12-22

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PCT/JP2011/063642 WO2011158850A1 (ja) 2010-06-16 2011-06-15 マスタシリンダ装置

Country Status (5)

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US (1) US9038380B2 (zh)
JP (1) JP5158137B2 (zh)
CN (1) CN102939227B (zh)
DE (1) DE112011102033B4 (zh)
WO (1) WO2011158850A1 (zh)

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DE112012005675B4 (de) 2012-01-13 2018-03-01 Toyota Jidosha Kabushiki Kaisha Hydraulikbremssystem

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JP5771861B2 (ja) * 2012-03-27 2015-09-02 株式会社アドヴィックス 車両用液圧ブレーキ装置
JP5692202B2 (ja) 2012-11-08 2015-04-01 トヨタ自動車株式会社 マスタシリンダおよびマスタシリンダ装置
JP5733291B2 (ja) 2012-11-08 2015-06-10 トヨタ自動車株式会社 マスタシリンダ装置
US9409559B2 (en) * 2013-03-13 2016-08-09 Autoliv Asp, Inc. Vehicle braking system with electric brake booster
JP6750497B2 (ja) * 2016-12-21 2020-09-02 日立オートモティブシステムズ株式会社 液圧制御装置およびブレーキシステム
CN115158262A (zh) * 2022-09-07 2022-10-11 万向钱潮股份公司 主缸、线控制动系统和车辆

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Also Published As

Publication number Publication date
US9038380B2 (en) 2015-05-26
US20120324883A1 (en) 2012-12-27
CN102939227A (zh) 2013-02-20
JP5158137B2 (ja) 2013-03-06
DE112011102033B4 (de) 2016-01-28
JP2012001069A (ja) 2012-01-05
DE112011102033T5 (de) 2013-04-04
CN102939227B (zh) 2015-05-20

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